over by a tiled finish. The westernmost side platform retains ten faience plaques of eagles, made by the Grueby Faience Company, which are not visible to the public. The easternmost side platform also has eagle faience plaques and mosaic tablets, also not visible to the public. These plaques and tablets were in the original design. The walls adjacent to the tracks are decorated with modern white tiles, surrounded near the top and bottom by red tile bands. The bands wrap around alcoves that are placed at regular intervals on the walls. The spaces above the alcoves contain black-on-green plaques with back-to-back "B"s, which alternate with white-on-green tablets with the words in Arial font. Smaller white-on-green plaques with the words "City Hall" are above the tablets. The back-to-back "B"s, and the white walls with red tile bands, are also used in the design of the mezzanine. However, the wall of the eastern corridor retains some original design, with brick wainscoting, marble pilasters, and original cream-on-olive plaques with back-to-back "B"s. The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station. The 1996 artwork in this station, by Mark Gibian, is titled Cable Crossing. The sculpture consists of numerous cables hanging over the fare control area of the western mezzanine, a reference to the nearby Brooklyn Bridge. Track layout This station is the zero point for the IRT East Side chain; mile 0 is at the south end of the station. Just north of the station are crossovers that allow trains to switch between the local and express tracks, which allow Lexington Avenue local trains to continue south via the express tracks if necessary (rather than using the City Hall loop). South of the station, the downtown local track splits into three tracks. The westernmost track loops around to the northbound local track through the City Hall station. The other two are layup tracks parallel to the downtown express track. Until 1963, they merged into the downtown express track north of Fulton Street, but now they end at bumper blocks a little north of Fulton Street, and are occasionally used for train storage. References Further reading Stokey, Lee (1994). Subway Ceramics: A History and Iconography. . External links Station Reporter—Brooklyn Bridge/Chambers Street Complex MTA's Arts For Transit—Brooklyn Bridge–City Hall/Chambers Street Forgotten NY—The Original 28 Subway Stations Google Maps Street View: